AEA - Deicing - 2015 (2019 - 12 - 17 06 - 54 - 49 UTC)

Recommendations for
De-icing / Anti-icing
Aeroplanes on the Ground
30th Edition
July 2015
July 2015
Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

30th Edition
AEA De-icing/Anti-icing Working Group
The AEA De-icing/Anti-icing Working Group consists of dedicated member airline specialists in the
de-icing/anti-icing field.
Mission Statement
The AEA De-icing/Anti-icing Working Group is the European focal point for the continuous development
of safe, economical and environmentally friendly standards and procedures for the de-icing/anti-icing of
aeroplanes on the ground in conjunction with related international standards organizations.
Terms of Reference
Promote and develop safe practices, effective procedures and improved technology related to aeroplane
ground operations in winter conditions to ensure the highest possible levels of safety for passengers, flight
crew and ground personnel.
Develop a set of commonly agreed recommended practices and procedures for the de-icing/anti-icing of
aeroplanes on the ground, to reflect current industry best practice.
Publish these recommendations as the document ‘AEA Recommendations for De-icing/Anti-icing

Aeroplanes on the Ground’.
Update the document ‘AEA Recommendations for De-icing/Anti-icing Aeroplanes on the Ground’, as
required, to ensure continued compliance with all relevant standards and regulatory requirements, and
to ensure that it continues to reflect current industry best practice.
Develop standards and specifications related to the de-icing/anti-icing of aeroplanes on the ground in
conjunction with international standards organizations.
Prepare training material for aeroplane ground de-icing/anti-icing purposes.
Harmonize with other organisations in the aeroplane ground de-icing/anti-icing field

(for example SAE, ISO, IATA, ICAO and regulatory authorities).
Assess the environmental impact of processes and materials used for aeroplane ground
de-icing/anti-icing, and promote measures to reduce the overall environmental impact of
aeroplane ground operations in winter conditions.

Edition 30 - July 2015
Available at www.aea.be Page 1 of 44
AEA_Recommendations_30th_Wi_2015_2016_ADR_FINAL.Doc
July 2015

30th Edition
This document has been prepared by the AEA’s De-icing/Anti-icing Working Group and has been
approved by the AEA’s Technical & Operations Committee (TOC).
No Chairman is assigned as the Working Group has a rotating chairmanship.
This document has been drafted according to the best knowledge of the authors on the standard
procedures for de-icing/anti-icing of commercial transport aeroplanes. However, it reflects general
recommendations only and local airworthiness agencies’ rulemaking and guidance as well as aircraft
manufacturers’ documentation must always be followed. As individual icing situations or aeroplane
types/models may require special procedures, this document can never replace the responsibility of the
aeroplane operator’s judgement. The responsibility for the correct de-icing/anti-icing of aeroplanes always
stays with the operator of the aeroplane. Although great care has been taken, errors or misprints can occur
for which neither the authors nor the AEA can be held liable. This is an AEA document that contains
recommendations developed for the internal use of AEA member airlines in the first place. It may be
amended at any time without prior indication. The AEA does not accept liability for any damage, personal
injury, death or any other negative effect that may result from the use of the information contained in this
document as a whole or parts thereof.
Anybody or any organisation using this document and the information contained therein does so at its own
risk and responsibility and must check, among other things, for last update available. If the document is
used, the source (AEA) has to be quoted and the document as a whole has to be considered.
Where the words “he”, “his” or “him” appear in this document, or any other words indicating the male
gender alone, they shall also mean the female gender.
AEA reserves the right to use this document for commercial purposes to itself and AEA member airlines.
Any person who does any unauthorised act in relation to this document or any part of it, may be liable to
legal prosecution.
Any questions or comments may be sent to:
Association of European Airlines

Jan Eriksson
Technical & Operations Expert
Avenue Louise 350
B-1050 Brussels
Email: jan.eriksson@aea.be with a copy to: info@aea.be

Table of Contents
1 Introduction ............................................................................................................................. 5
2 References ............................................................................................................................... 6
2.1 SAE documents ................................................................................................................................................ 6
2.2 ISO documents ................................................................................................................................................. 6
2.3 AEA documents................................................................................................................................................ 6
3 Aeroplane de-icing/anti-icing methods with fluids ............................................................... 7

3.1 Scope ................................................................................................................................................................ 7
3.2 (Deleted) ............................................................................................................................................................ 7
3.3 Definitions ......................................................................................................................................................... 7
3.4 Abbreviations ................................................................................................................................................. 10
3.5 General ............................................................................................................................................................ 10
3.6 Staff training and qualification ...................................................................................................................... 10
3.7 Fluid handling ................................................................................................................................................. 11
3.8 Contamination Check .................................................................................................................................... 12
3.9 Procedures ..................................................................................................................................................... 13
3.10 General aeroplane requirements after de-icing/anti-icing .......................................................................... 22
3.11 Post De-icing/Anti-icing Check ..................................................................................................................... 23
3.12 Pre-takeoff Check ........................................................................................................................................... 23
3.13 Pre-takeoff Contamination Check ................................................................................................................. 23
3.14 Communication Procedures.......................................................................................................................... 24
3.15 Holdover time ................................................................................................................................................. 25
4 Aeroplane de-icing methods with infrared technology....................................................... 29
5 Aeroplane de-icing methods with forced air ....................................................................... 29
6 Quality Assurance Programme ............................................................................................ 30

6.1 Station Quality Assurance Programme for Aeroplane De-icing/Anti-icing Operations. .......................... 30
6.2 Fluid Sampling Procedure for Type II, Type III, or Type IV Fluids .............................................................. 38
6.3 Checking Procedure for Aircraft De-icing/Anti-icing Fluids ....................................................................... 39

7 Local Frost Prevention in Cold Soaked Wing Areas ........................................................... 42
7.1 Introduction .................................................................................................................................................... 42
7.2 Definitions ....................................................................................................................................................... 42
7.3 Procedure ....................................................................................................................................................... 42
7.4 Limits and Precautions .................................................................................................................................. 42
7.5 Final check ...................................................................................................................................................... 42
7.6 Flight Crew Information ................................................................................................................................. 42
8 Off-gate de-icing/anti-icing procedures ............................................................................... 43

8.1 Communications ............................................................................................................................................ 43
8.2 Taxi guidance ................................................................................................................................................. 43
8.3 General instructions ...................................................................................................................................... 43
8.4 Responsibilities .............................................................................................................................................. 43
8.5 Terminology .................................................................................................................................................... 44
9 Standardised training ............................................................................................................ 44
Application Tables
Table 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations)
as a function of OAT ................................................................................................................................... 27
Table 2 - Guidelines for the application of Type II and Type IV fluid/water mixtures
(minimum concentrations) as a function of OAT ...................................................................................... 28
Table of Annexes
ANNEX A Guidelines for holdover times anticipated for Type I, II and IV fluid mixtures as a function of weather
conditions and OAT
Annex A will be published separately later, after FAA Holdover Time Tables for next winter have been published.

1 Introduction
This edition completely replaces all previous editions.
The “AEA Recommendations for De-icing/Anti-icing Aeroplanes on the Ground” have been established by
the AEA De-icing/Anti-icing Working Group.
See also www.aea.be for ‘Frequently Asked Questions’ and for the document "Training Recommendations
and Background Information for De-icing/Anti-icing Aeroplanes on the Ground".
Editorial changes which do not have any technical or operational implication are not indicated by a revision
bar.
Technical or operational changes and additional explanatory material in this year’s update are indicated in
the manual by a Revision Bar and Italic Font:
Summary of changes:
 Preamble
Updated edition number and revision date.
Removed airline member name list.
Contact details were changed.
 Section 1 Introduction
Updated “Summary of changes”.
 Section 2.1 SAE Documents
Updated document reference for Viscosity Test of Thickened De-icing/Anti-icing Fluid and Forced
Air Or Forced Air/Fluid Equipment For Removal Of Frozen Contaminants.
 Section 2.2 ISO documents
Deleted ISO references (ISO 11075, ISO 11076 and ISO 11078).
 Section 2.3 AEA documents
Updated link to access AEA documents.
 Section 3.9.2.4 Anti-icing fluid application strategy
Revised text on minimum quantity of fluid.
 Section 3.9.3.1.1.2
Changed lower temperature limit.
Updated reference to Annex A – HOT in Active Frost Conditions.
 Section 3.14.3 Anti-icing Codes
Added wording about Type III anti-icing code (brand name, name of the fluid).
 Section 3.15 Holdover time
Updated reference to Annex A.
Added note about holdover time determination systems.
 Section 3.15 Table 2 Application Table Type II, III and IV Fluids
Additional wording in second step of two step procedure (heated/unheated fluid).
Deleted wording on Type III fluid.
Added Note about Type III fluid.
 Section 5 Aeroplane de-icing methods with forced air
Revised SAE reference.
 Sections 6.1.3.2-6.1.3.4
Deleted ISO reference.
The Type III fluid holdover time table is removed from Annex A as FAA and Transport Canada do
not publish this generic Type III holdover time table anymore, they only publish Type III fluid
specific holdover time tables from now on. Since the use of these fluid specific holdover time
tables is fluid application specific, Type III fluids are also removed from the Application table 2
(now only for type II and IV fluids). For details on Type III fluids application, refer to FAA and/or
Transport Canada.

2 References
Wherever in this document fluid Types I, II, III, or IV are indicated, this always refer to the latest version of
the applicable SAE fluid types.
(For example: Type I fluid refers SAE Type I per AMS 1424. Type II fluid refers to SAE Type II per AMS
1428, etc).
2.1 SAE documents

Copies of the SAE publications are available from: SAE, 400 Common Wealth Drive, Warrendale, PA
15096-0001, USA.
See also www.sae.org
AIR 6232 Aircraft Surface Coating Interaction with Aircraft Deicing/Anti-icing Fluids
AS 9968 Viscosity Test Of Thickened De-icing/Anti-icing Fluid
AMS 1424 De-icing/anti-icing fluid, aircraft, SAE Type I
AMS 1428 Fluid, aircraft de-icing/anti-icing, non Newtonian, (pseudo plastic), SAE Types II, III, IV
AIR 6284 Forced Air Or Forced Air/Fluid Equipment For Removal Of Frozen Contaminants
ARP 1971 Aircraft de-icing vehicle - self-propelled, large capacity
ARP 4737 Aircraft de-icing/anti-icing methods
ARP 5149 Training Program Guidelines For De-icing/Anti-icing Of Aircraft On The Ground
ARP 5646 Quality Program Guidelines for Deicing/Anti-icing of Aircraft on the Ground
ARP 5660 De-icing Facilities Operational Procedures
AS 5635 Message Boards (Deicing Facilities)
2.2 ISO documents

Copies of the ISO documents are available from: International Organization for Standardization,
Case Postale 56, CH-1211, Genève 20, Switzerland.
See also www.iso.ch
ISO 11077 - Aerospace - Self-propelled de-icing/anti-icing vehicles - Functional requirements.
2.3 AEA documents

The documents are accessible via internet: http://www.aea.be/news-media-room-media-
centre/publications/9-recommendations-for-de-icing-anti-icing-of-aircraft-on-the-ground.html
“Training Recommendations and Background Information for De-icing/Anti-icing Aeroplanes

on the Ground”

3 Aeroplane de-icing/anti-icing methods with fluids
3.1 Scope
This section of the document establishes the minimum requirements for ground-based aeroplane
de-icing/anti-icing methods with fluids and procedures to facilitate the safe operation of transport
aeroplanes during icing conditions (see also section 3.9.3.2). This does not specify requirements
for particular aeroplane types.
NOTE: Particular airline or aircraft manufacturer’s published manuals, procedures or methods
supplement the information contained in this document.
Frost, ice or snow deposits, which can seriously affect the aerodynamic performance and/or controllability
of an aeroplane, are effectively removed by the application of the procedures specified in this document.
3.2 (Deleted)
3.3 Definitions
For the purposes of this document, the following definitions apply.
3.3.1 active frost:

Active frost is a condition when frost is forming. Active frost occurs when aeroplane surface temperature is:
- at or below 0 ºC (32F)
and
- at or below dew point
3.3.2 anti-icing:
Precautionary procedure which provides protection against the formation of frost or ice and accumulation
of snow or slush on treated surfaces of the aeroplane for a limited period of time (holdover time).
3.3.3 anti-icing fluid:

a) mixture of water and Type I fluid;
b) Premix Type I fluid;
c) Type II fluid, Type III fluid, or Type IV fluid;
d) mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature of 60 °C
(140 °F) minimum at the nozzle.
3.3.4 check:
An examination of an item against a relevant standard by a trained and qualified person.
3.3.5 cold-soak effect:

The wings of an aeroplane are said to be “cold-soaked” when they contain very cold fuel as a result of
having just landed after a flight at high altitude or from having been re-fuelled with very cold fuel.
Whenever precipitation falls on a cold-soaked aeroplane when on the ground, clear icing may occur.
Even in ambient temperatures between -2 C and +15 C (28 °F and 59 °F), ice or frost can form in the
presence of visible moisture or high humidity if the aeroplane structure remains at 0 C (32 °F) or below.
Clear ice is very difficult to be detected visually and may break loose during or after takeoff.
The following factors contribute to cold-soaking: temperature and quantity of fuel in fuel cells, type and
location of fuel cells, length of time at high altitude flights, temperature of re-fuelled fuel and time since
re-fuelling.

3.3.6 contamination:
Contamination in this document is understood as all forms of frozen or semi-frozen moisture such as frost,
snow, ice or slush.
3.3.7 contamination check:

Check of aeroplane surfaces for contamination to establish the need for de-icing.
3.3.8 de-icing:
Procedure by which frost, ice, slush or snow is removed from an aeroplane in order to provide clean
surfaces.
3.3.9 de-icing/anti-icing:
Combination of the procedures 'de-icing' and 'anti-icing'. It may be performed in one or two steps.
3.3.10 de-icing fluid:

a) heated water;
b) mixture of water and Type I fluid;
c) Premix Type I fluid;
d) Type II, Type III, or Type IV fluid;
e) Mixture of water and Type II, Type III, or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to ensure maximum efficiency.
3.3.11 freezing drizzle:

Fairly uniform precipitation composed exclusively of fine drops (diameter less than 0.5 mm
(0.02 inch)) very close together which freezes upon impact with the ground or other exposed objects.
3.3.12 freezing fog:

A suspension of numerous very small water droplets which freezes upon impact with ground or other
exposed objects, generally reducing the horizontal visibility at the earth's surface to less than 1 km
(5/8 mile).
3.3.13 frost/hoar frost:

Ice crystals that form from ice saturated air at temperatures below 0 °C (32 °F) by direct deposition on the
ground or other exposed objects.
3.3.14 hail:
Precipitation of small balls or pieces of ice with a diameter ranging from 5 to 50 mm
(0.2 to >2.0 inches) falling either separately or agglomerated.
3.3.15 holdover time:

Estimated time for which an anti-icing fluid will prevent the formation of frost or ice and the accumulation of
snow on the protected surfaces of an aeroplane, under weather conditions as specified in section 3.15.
3.3.16 ice pellets:

Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice, which are spherical or
irregular, and which have a diameter of 5 mm (0.2 inch) or less.
The pellets of ice usually bounce when hitting hard ground.
3.3.17 light freezing rain:

Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects,
either in the form of drops of more than 0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle,
are widely separated. Measured intensity of liquid water particles is up to 2.5 mm/hour (0.10 inch/hour) or
2
25 grams/dm /hour with a maximum of 0.25 mm (0.01 inch) in 6 minutes.

3.3.18 Lowest Operational Use Temperature (LOUT):
The lowest operational use temperature (LOUT) is the higher (warmer) of
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test
(according to AS5900) for a given type (high speed or low speed) of aeroplane or
or
b) The freezing point of the fluid plus the freezing point buffer of 10 °C (18 F) for Type I fluid
and 7 °C (13 F) for Type II, III or IV fluids.
For applicable values refer to the fluid manufacturer’s documentation.
3.3.19 moderate and heavy freezing rain:

Precipitation of liquid water particles which freezes upon impact with the ground or other exposed
objects, either in the form of drops of more than 0.5 mm (0.02 inch) or smaller drops which, in contrast to
drizzle, are widely separated. Measured intensity of liquid water particles is more than 2.5 mm/hour
2
(0.10 inch/hour) or 25 grams/dm /hour.
3.3.20 negative buffer:

A negative buffer exists when the freezing point of a de-icing fluid is above the OAT.
3.3.21 rain or high humidity (on cold soaked wing):

Water, visible moisture or humidity forming ice or frost on the wing surface, when the temperature
of the aeroplane wing surface is at or below 0 °C (32 °F).
3.3.22 rain and snow:

Precipitation in the form of a mixture of rain and snow.
3.3.23 rime ice:

Small frozen water droplets, spherical opaque/milky granular appearance looking similar to frost in a
freezer. Typically rime ice has low adhesion to the surface and its surrounding rime ice particles.
3.3.24 snow:
Precipitation of ice crystals, most of which are branched, star-shaped or mixed with unbranched crystals.
At temperatures higher than -5 °C (23 °F), the crystals are generally agglomerated into snowflakes.
3.3.25 snow grains:

Precipitation of very small white and opaque particles of ice that are fairly flat or elongated with a diameter
of less than 1 mm (0.04 inch). When snow grains hit hard ground, they do not bounce or shatter.
NOTE: For holdover time purposes treat snow grains as snow.
3.3.26 snow pellets:

Precipitation of white, opaque particles of ice. The particles are round or sometimes conical; their diameter
range from about 2 - 5 mm (0.08 - 0.2 inch). Snow pellets are brittle, easily crushed; they do bounce and
may break on hard ground.
NOTE: For holdover time purposes treat snow pellets as snow.
3.3.27 slush:
Snow or ice that has been reduced to a soft watery mixture.

3.4 Abbreviations
°C: degrees Celsius
°F: degrees Fahrenheit
AFM: Airplane Flight Manual
AMM: Aircraft Maintenance Manual
APU: Auxiliary Power Unit
FAA: Federal Aviation Administration
FP: freezing point
LOUT: Lowest Operational Use Temperature
OAT: Outside Air Temperature
TC: Transport Canada
3.5 General
A Commander shall not commence take-off unless the external surfaces are clear of any deposit which
might adversely affect the performance and/or controllability of the aeroplane except as permitted in the
Airplane Flight Manual.
For this reason a Contamination Check of the aeroplane surfaces shall be performed prior to departure.
3.6 Staff training and qualification

De-icing/anti-icing procedures must be carried out exclusively by personnel trained and qualified on this
subject.
Companies providing de-icing/anti-icing services should have both a Qualification Programme and a
Quality Assurance Programme to monitor and maintain an acceptable level of competence.
3.6.1 Training requirements

3.6.1.1 Theoretical Training
Both initial and annual recurrent training for flight crews and ground crews shall be conducted to ensure
that all such crews obtain and retain a thorough knowledge of aeroplane de-icing/anti-icing policies and
procedures, including new procedures and lessons learned.
Training success shall be proven by an examination/assessment which shall cover all training subjects laid
down in section 3.6.2.
The theoretical examination shall be in accordance with EASA Part 66 or any equivalent requirements.
The pass mark shall be 75% and only persons passing this examination can be qualified.
3.6.1.2 Practical Training (Initial)

For personnel performing the actual de-icing/anti-icing treatment on aeroplanes for the first time, practical
training with the de-icing/anti-icing equipment and an aeroplane shall be included.
An aeroplane is required in order to familiarize new trainees with the relevant typical aeroplane surfaces/
components and identification of no spray areas.
Prior to receiving final qualification, personnel performing de-icing/anti-icing operations (driving and/or
spraying) shall demonstrate competence in removing frozen contamination under operational conditions,
to a qualified trainer or supervisor.
Details of this assessment shall be recorded.
3.6.1.3 Practical Training /Annual Recurrent)

For personnel performing the actual de-icing/anti-icing treatment, practical training with the de-icing/
anti-icing equipment shall be included.

3.6.2 Training subjects shall include but are not limited to the following (when applicable):
a) Effects of frost, ice, snow, slush and fluids on aeroplane performance.
b) Basic characteristics of aircraft de-icing/anti-icing fluids, including causes and consequences of fluid
degradation, fluid remaining on surfaces, and dried and/or rehydrated residues.
c) General techniques for removing deposits of frost, ice, slush, and snow from aeroplane surfaces and
for anti-icing.
d) De-icing/anti-icing procedures in general and specific measures to be performed on different
aeroplane types.
e) Types of checks required.
f) De-icing/anti-icing equipment and facilities operating procedures including actual operation.
g) Safety precautions.
h) Emergency procedures.
i) Fluid application and limitations of holdover time tables.
j) De-icing/anti-icing codes and communication procedures.
k) Special provisions and procedures for contract de-icing/anti-icing (if applicable).
l) Environmental considerations, e.g. where to de-ice, spill reporting, hazardous waste control.
m) New procedures and development, lessons learned from previous winters.
n) Conditions which can lead to the formation of ice on the aeroplane.
NOTE: Refer to the AEA document "Training Recommendations and Background Information for
De-icing/Anti-icing Aeroplanes on the Ground" for more detailed information about training
subjects.
3.6.3 Training Records

Records of personnel training and qualifications shall be maintained for proof of qualification.
3.7 Fluid handling

De-icing/anti-icing fluid is a chemical product with environmental impact. During fluid handling, avoid any
unnecessary spillage and comply with local environmental and health laws and the fluid manufacturer’s
safety data sheet.
Different products shall not be mixed without additional qualification testing.
3.7.1 Storage
3.7.1.1 Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used.
3.7.1.2 Storage tanks shall be of a material of construction compatible with the de-icing/anti-icing fluid, as
specified by the fluid manufacturer (corrosion resistant steel, plastic, etc). Care should be taken to avoid
using dissimilar metals in contact with each other, as galvanic couples may form and degrade thickened
fluids.
3.7.1.3 Tanks shall be conspicuously labelled to avoid contamination.
3.7.1.4 Tanks shall be inspected annually for corrosion and/or contamination. If corrosion or contamination is
evident, tanks shall be maintained to standard or replaced. To prevent corrosion at the liquid/vapour
interface and in the vapour space, a high liquid level in the tanks is recommended.
NOTE: If the quality of the fluids is checked in accordance with section 6.3.4, the inspection interval
may be longer than one year.
3.7.1.5 The storage temperature limits shall comply with the fluid manufacturer’s guidelines.
3.7.1.6 The stored fluid shall be checked routinely to ensure that no degradation/contamination has occurred.

3.7.2 Pumping
De-icing/anti-icing fluids can show degradation caused by excessive mechanical shearing. Therefore
only compatible pumps and spraying nozzles shall be used. The design of the pumping systems shall
be in accordance with the fluid manufacturer’s recommendations.
3.7.3 Transfer lines

Dedicated transfer lines shall be conspicuously labelled to prevent contamination and shall be compatible
with the de-icing/anti-icing fluids to be transferred.
3.7.4 Heating
De-icing/anti-icing fluids shall be heated according to the fluid manufacturer’s guidelines.
For Type I fluids, water loss may cause undesirable aerodynamic effects.
For Type II / III / IV fluids thermal exposure and/or water loss may cause a reduction in fluid viscosity
leading to lower holdover times.
The fluids shall be checked periodically in accordance with section 6.3.

CAUTION: Avoid unnecessary heating of fluid in vehicle tanks.
Prolonged or repeated heating of fluids (directly or indirectly) may result in loss of water
which can lead to performance degradation of the fluid.
Any of the following situations or a combination of them can accelerate the fluid performance degradation:
a) low fluid consumption;
b) trucks being in standby mode with heating system on for extended periods of time;
c) high temperatures in fluid tanks;
d) high temperatures in water tanks which are in direct contact with the fluid tanks
(no insulation between tanks).
3.7.5 Application
Application equipment shall be cleaned thoroughly before being initially filled with de-icing/anti-icing fluid in
order to prevent fluid contamination.
De-icing/anti-icing fluid in trucks shall not be heated in confined or poorly ventilated areas.
The integrity of the fluid at the spray nozzle shall be checked periodically.
3.8 Contamination Check

This is a check for the need to de-ice. This check shall include the areas mentioned in section 3.10.1.1
through 3.10.1.8 and any other as recommended by the aircraft manufacturer. It shall be performed from
points offering sufficient visibility of these parts (e.g. from the de-icing vehicle itself or any other suitable
piece of equipment).
Any contamination found, except frost mentioned in section 3.10.1.1 and 3.10.1.7, shall be removed by a
de-icing treatment. If anti-icing is also required, this treatment may be performed as a one-step or two-step
de-icing/anti-icing of the relevant surfaces.
Where an aeroplane has been de-iced and/or anti-iced some time prior to the arrival of the Flight Crew, an
additional ‘Contamination Check’ shall be carried out prior to departure, in order to establish whether
further treatment is required.
Requests for de-icing/anti-icing shall specify the parts of the aeroplane requiring treatment.
NOTE: For specific aeroplane types additional requirements exist e.g. special clear ice checks, such
as tactile checks on wings. These special checks are not covered by the contamination
check. Aeroplane operators shall make arrangements for suitably qualified personnel to
meet these requirements.

3.9 Procedures
These procedures specify the recommended methods for de-icing and anti-icing of aeroplanes on the
ground to provide an aerodynamically clean aeroplane.
When aeroplane surfaces are contaminated, they shall be de-iced prior to dispatch. When there is a risk of
contamination of the aeroplane surfaces at the time of dispatch, these surfaces shall be anti-iced. If both
de-icing and anti-icing are required, the procedure may be performed in one or two steps. The selection of
a one- or two-step process depends upon weather conditions, available equipment, available fluids and
the holdover time to be achieved. If a one-step procedure is used, then both section 3.9.1 and 3.9.2 apply.
For guidance regarding fluid limitations, see section 3.9.3.1.

NOTE 1: Slippery conditions can exist on the ground or equipment following the de-icing/anti-icing
procedure.
NOTE 2: Where holdover time is critical, a two-step procedure using undiluted Type II, III, or IV fluid
for the second step should always be considered.
3.9.1 De-icing
Ice, snow, slush or frost may be removed from aeroplane surfaces by heated fluids, mechanical methods,
alternate technologies or combinations thereof. The following procedures shall be used for their removal
by fluids.
NOTE 1: Alternate technology may be used to accomplish the de-icing process, provided that the
requirements in section 3.10 are accomplished.
NOTE 2: Pre-step process to be done prior to de-icing/anti-icing
If agreed by the aeroplane operator, a pre-step process prior to the de-icing process, in
order to remove large amounts of frozen contamination (e.g. snow, slush or ice), may be
considered to reduce the quantity of glycol-based de-icing fluid that is needed.
This pre-step process may be performed with various means (e.g., brooms, forced air, heat,
heated water, and heated fluids with negative buffer freezing point). If the pre-step
procedure is used, make sure that the subsequent de-icing process removes all frozen
contamination including the contamination that may have formed on surfaces and or in
cavities due to the pre-step process.
It is the responsibility of the De-icing Operator to ensure that all frozen deposits (with the possible
exception of frost which may be allowed as described in section 3.10.1.1 and 3.10.1.7) are removed from
the specified surfaces during the de-icing process.
3.9.1.1 Requirements
Ice, snow, slush and frost shall be removed from aeroplane surfaces prior to dispatch or prior to anti-icing.
3.9.1.2 General
For maximum effect, fluids shall be applied close to the surface of the skin to minimise heat loss.
NOTE: The heat in the fluid effectively melts any frost, as well as light deposits of snow, slush and
ice. Heavier accumulations require the heat to break the bond between the frozen deposits
and the structure; the hydraulic force of the fluid spray is then used to flush off the
contamination.
The de-icing fluid will prevent re-freezing for a period of time depending on aeroplane skin
and ambient temperature, the fluid used, the mixture strength and the weather.

3.9.1.3 Removal of frost and light ice
3.9.1.3.1 General procedure
A nozzle setting giving a solid cone (fan) spray should be used.
NOTE: This ensures the largest droplet pattern available, thus retaining the maximum heat in the
fluid. Providing the hot fluid is applied close to the aeroplane skin, a minimal amount of fluid
will be required to melt the deposit.
3.9.1.3.2 Removal of local area contamination
When no precipitation is falling or expected, a “local area” de-icing may be carried out under the below
mentioned or similar conditions.
In some cases a full or complete de-icing is not necessary. When the presence of frost and/or ice is
limited to localised areas on the surfaces of the aeroplane and no holdover time is likely to be required,
only the contaminated areas will require treatment.
This type of contamination will generally be found on the wing and/or stabilizer leading edges or in patches
on the wing and/or stabilizer upper surfaces.
Spray the affected area(s) with a heated fluid/water mixture suitable for a One-Step Procedure.
Then spray the same area(s) on the other side of the aeroplane.
Both sides of the aeroplane must be treated identically (same areas, same amount and type of fluid, same
mixture strength), even if the contamination is only present on one side.
It is the responsibility of the De-icing Operator to ensure that the treatment is performed symmetrically and
that on completion all frozen deposits have been removed.
After this check has confirmed that the treated areas are clean, the following statement shall be given to
the Commander: “Local Area De-icing only. Holdover times do not apply”
3.9.1.3.3 Underwing de-icing procedures
Treatments must be symmetrical and may include flaps lower surfaces. Spray the affected areas with a
heated fluid/water mixture suitable for a One-Step Procedure or a Two Step Procedure, as required,
(see caution below), and then spray the same areas under the other wing.
Both wings must be treated identically (same areas, same amount and type of fluid, same mixture
strength), even if the frozen contamination is only present under one wing.
No holdover times apply to underwing treatments.
It is the responsibility of the De-icing Operator to ensure that the treatment is performed symmetrically
and that on completion all frozen deposits (with the possible exception of frost, which may be allowed
as described in section 3.10.1.1), have been removed.
When it is confirmed that the treated areas are clean, the following statement shall be given to the
Commander: “Underwing De-icing only, holdover times do not apply”
CAUTION: Underwing frost and ice are usually caused by very cold fuel in the wing tanks.
Use a fluid/water mixture with a higher concentration of glycol than is usually required
by the OAT to prevent re-freezing.

3.9.1.4 Removal of snow
A nozzle setting sufficient to flush off deposits and minimise foam production is recommended. Foam
could be confused as snow.
NOTE: The procedure adopted will depend on the equipment available and the depth and type of
snow; i.e. light and dry or wet and heavy. In general, the heavier the deposits the heavier the
fluid flow that will be required to remove it effectively and efficiently from the aeroplane
surfaces.
For light deposits of both wet and dry snow, similar procedures as for frost removal may be
adopted.
Wet snow is more difficult to remove than dry snow and unless deposits are relatively light,
selection of high fluid flow will be found to be more effective.
Under certain conditions it will be possible to use the heat, combined with the hydraulic force
of the fluid spray to melt and subsequently flush off frozen deposits.
However, where snow has bonded to the aeroplane skin, the procedures detailed in
section 3.9.1.5 should be utilised.
Heavy accumulation of snow will always be difficult to remove from aeroplane surfaces and
vast quantities of fluid will invariably be consumed in the attempt. Under these conditions,
serious consideration should be given to removing the worst of the snow manually before
attempting a normal de-icing procedure.
3.9.1.5 Removal of ice
Heated fluid shall be used to break the ice bond. The method makes use of the high thermal conductivity
of the metal skin.
A stream of hot fluid is directed at close range onto one spot at an angle of less than 90, until the
aeroplane skin is just exposed. The aeroplane skin will then transmit the heat laterally in all directions
raising the temperature above the freezing point thereby breaking the adhesion of the frozen mass to the
aeroplane surface. By repeating this procedure a number of times, the adhesion of a large area of frozen
snow or glazed ice can be broken. The deposits can then be flushed off with either a low or high flow,
depending on the amount of the deposit.
Non-metallic surfaces (e.g. composites) have a lower heat transfer than metallic surfaces.
De-icing may take longer and more fluid may be needed.
3.9.1.6 General de-icing fluid application strategy
For effective removal of snow and ice, the following techniques shall be adopted.
Certain aeroplanes can require unique procedures to accommodate design differences, see
aircraft manufacturer's instructions.
Ice, snow or frost dilutes the fluid. Apply enough hot de-icing fluid ensure that re-freezing does not occur
and all contaminated fluid is driven off.
3.9.1.6.1 Wings, horizontal stabilizer, and elevators
Spray from the leading edge to the trailing edge. Do not spray from the rear. Start at the highest point of
the surfaces and work to the lowest parts, i.e. on most aeroplanes start at the wing tip and work towards
the wing root.
NOTE: Refer to the aircraft manufacturer’s documentation for any deviation from this procedure.
3.9.1.6.2 Vertical surfaces
Start at the top and work down.
3.9.1.6.3 Fuselage
Spray along the top centre-line and then outboard. Ensure that it is clear of snow, slush or ice in
accordance with aircraft manufacturer's documentation. Hoarfrost may be allowed.

3.9.1.6.4 Nose/Radome Area and Flight Deck Windows
Type I fluid/water mixture or manual methods of removal (such as squeegees or brushes) are
recommended.
When thickened fluids are used, avoid spraying near flight deck windows, as fluid can cause a severe
loss of visibility during flight.
Any thickened fluid remaining on nose areas where it could blow back onto the windscreens should be
removed prior to departure, using squeegees or equivalent.
If flight deck windows are contaminated with thickened fluids use water or an approved windshield cleaner
(use of a low freezing point windscreen washing fluid is recommended when OAT is at or below 0 °C
(32 °F)).
CAUTION: Prior to cleaning of Flight Deck Windows ensure that the window heating system is
switched off.
3.9.1.6.5 Landing gears and wheel bays
The application of de-icing fluid in this area shall be kept to a minimum. De-icing fluid shall not be sprayed
directly onto brakes and wheels.
NOTE: Accumulations such as blown snow may be removed by other means than fluid
(mechanically, air blast, heat etc). However, where deposits have bonded to surfaces, they
can be removed by the application of hot air or by spraying with hot de-icing fluids.
3.9.1.6.6 Engines
Deposits of snow shall be removed mechanically from engine intakes prior to departure. Any frozen
deposits that have bonded to either the lower surface of the intake, the fan blades including the rear side,
or propellers, shall be removed by hot air or other means recommended by the engine manufacturer.

3.9.2 Anti-icing
Ice, snow, slush or frost will, for a period of time, be prevented from accumulating on aeroplane surfaces
by the application of anti-icing fluids. The following procedures shall be adopted when using anti-icing
fluids.
3.9.2.1 Required usage
Anti-icing fluid shall be applied to the aeroplane surfaces when freezing rain, snow or other freezing
precipitation may adhere to the aeroplane at the time of aeroplane dispatch.
3.9.2.2 Optional usage
3.9.2.2.1 Type II, III, or IV fluid may be applied onto clean aeroplane surfaces at the time of arrival (preferably before
unloading begins) on short turnarounds during freezing precipitation and on overnight parked aeroplanes.
This will minimise ice accumulation prior to departure and often makes subsequent de-icing easier.
CAUTION: This practice has the potential to build up dried residues. An appropriate inspection and
cleaning program shall be established.
3.9.2.2.2 On receipt of a frost, snow, freezing drizzle, freezing rain or freezing fog warning from the local
meteorological service, Type II, III, or IV fluid may be applied to clean aeroplane surfaces prior to the start
of freezing precipitation. This will minimise the possibility of snow and ice bonding or reduce the
accumulation of frozen precipitation on aeroplane surfaces and facilitate subsequent de-icing.
CAUTION: This practice has the potential to build up dried residues. An appropriate inspection and
cleaning program shall be established.
Prior to flight the aeroplane must be de-iced, unless the integrity of the fluid can be ensured.
De-ice in accordance with Table 1, whenever possible, to reduce the potential for dried residue build up.
3.9.2.3 General
For effective anti-icing, an even layer of sufficient thickness of fluid is required over the prescribed
aeroplane surfaces, which are clean (free of frozen deposits). For longer anti-icing protection, Type II,
Type III, or Type IV fluid should be used.
The high fluid pressures and flow rates normally associated with de-icing are not required for this operation
and, where possible, pump speeds should be reduced accordingly. The nozzle of the spray gun should be
adjusted to provide a medium spray.
NOTE: Type I fluids provide limited holdover effectiveness when used for anti-icing purposes. Little
benefit is gained from the minimal holdover time generated.
3.9.2.4 Anti-icing fluid application strategy
The process should be continuous and as short as possible. Anti-icing should be carried out as near to the
departure time as operationally possible in order to utilise maximum holdover time.
The anti-icing fluid shall be distributed uniformly and with sufficient thickness over all surfaces to which it is
applied. In order to control the uniformity, all horizontal aeroplane surfaces shall be visually checked during
application of the fluid. For Type I fluid a minimum of 1 l/m2 with at least 60 °C at the nozzle shall be used.
For Type II, III and IV fluids which flow readily over the surfaces, the correct amount is indicated by fluid
just beginning to run off the leading and trailing edges. For fluids which form a more static fluid layer, the
2
minimum quantity required will typically be 1l/ m , applied in an even layer across the surface.
For further guidance on amount of fluid refer to the AEA document "Training Recommendations and
Background Information for De-icing/Anti-icing Aeroplanes on the Ground" and/or the fluid manufacturer’s
documentation.
Spray from the leading edge to the trailing edge. Do not spray from the rear.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most aeroplanes start at the
wing tip and work towards the wing root. On vertical surfaces, start at the top and work down.
The following surfaces shall be treated:

a) wing upper surfaces including leading edges and upper control surfaces;
b) horizontal stabilizer upper surfaces including leading edges and elevator upper surfaces;
c) vertical stabilizer surfaces including the rudder surfaces (both sides);
d) fuselage upper surfaces depending upon the amount and type of precipitation (especially important
on centre-line engined aeroplanes).
CAUTION: Anti-icing fluids may not flow evenly over wing leading edges, horizontal and vertical
stabilizers. These surfaces should be checked to ensure that they are properly coated
with fluid.
It is the responsibility of the De-icing Operator to ensure that the surfaces mentioned above are free of
frost, ice, slush and snow, prior to the start of the anti-icing treatment. Ensure that on completion of the
treatment these surfaces are fully covered with an adequate layer of anti-icing fluid.

3.9.3 Limits and Precautions
3.9.3.1 Fluid related limits
3.9.3.1.1 Temperature limits
When performing two-step de-icing/anti-icing, the freezing point of the fluid used for the first step shall be
at OAT or below. (See also Tables 1 and 2.)
3.9.3.1.1.1 Type I fluids
The freezing point of the Type I fluid mixture used for either one-step de-icing/anti-icing or as a second
step in the two-step operation shall be at least 10 °C (18 °F) below the OAT. In no case shall this
temperature be lower than the LOUT.
CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use shall not be used
undiluted. For exceptions refer to fluid manufacturer's documentation.
3.9.3.1.1.2 Type II / Type III / Type IV fluids
Type II, III, and IV fluids used as de-icing/anti-icing agents may have a lower temperature application limit
of -23 °C (-9 °F). The application limit may be lower, provided a 7 °C (13 °F) buffer is maintained between
the freezing point of the neat fluid and OAT.
In no case shall this temperature be lower than the LOUT.
Note: These fluids may not be used below -25°C (-13°F) in active frost conditions
(see Annex A, Table 1).
3.9.3.1.2 Application limits
Under no circumstances shall an aeroplane that has been anti-iced receive a further coating of anti-icing
fluid directly on top of the contaminated film.
If an additional treatment is required before flight, a complete de-icing/anti-icing shall be performed (see
Application Tables 1 and 2). Ensure that any fluid remaining from previous treatment is flushed off.
Anti-icing only is not permitted.
3.9.3.2 Aeroplane related limits
The application of de-icing/anti-icing fluid shall be in accordance with the requirements of the
airframe/engine manufacturers.
3.9.3.3 Procedure precautions
3.9.3.3.1 One-step de-icing/anti-icing is performed with a heated anti-icing fluid (see section 3.3.3).
The fluid used to de-ice the aeroplane remains on the aeroplane surfaces to provide limited
anti-ice capability.
The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by
OAT and weather conditions (see Application Tables 1 and 2).
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger
mixture (more glycol) may need to be used to ensure a sufficient freezing point buffer.
CAUTION: The application of Type II, III, or IV fluid, especially when used in a one step process, may
cause fluid to collect in aerodynamically quiet areas, cavities and gaps which can dry out
and leave dried residues..
Dried residues may rehydrate and freeze following a period of high humidity and/or rain
conditions. This may impede flight control systems.
These dried residues may require removal.
Consult the aircraft manufacturer with regard to inspection methods and frequency, related
maintenance requirements and aeroplane washing recommendations.
NOTE 1: If a Type II, III or IV fluid is used in a one step process, then an appropriate inspection and
cleaning program shall be established. Whenever suitable, de-ice and anti-ice with only
Type I.
NOTE 2: In order to detect dried residues, it may help to spray a water mist onto the affected
surfaces. This causes the dried residues to rehydrate and swell into a kind of gel.
NOTE 3: If removal of contamination is required on the lower side of the wings and the horizontal
stabilizer and elevator, de-icing/anti-icing fluid shall be applied sparingly to minimise fluid
flow into drain holes.
Whenever possible, use Type I only.
Consult the aircraft manufacturer's documentation.

3.9.3.3.2 Two-step de-icing/anti-icing (When the first step is performed with de-icing fluid):
The correct fluid(s) shall be chosen with regard to ambient temperature. After de-icing, a separate over-
spray of anti-icing fluid shall be applied to protect the relevant surfaces thus providing maximum possible
anti-ice capability. The second step is performed with anti-icing fluid.
The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by
OAT and weather conditions (see Application Tables 1 and 2).
The second step shall be performed before first step fluid freezes, if necessary area by area.
When treating composite surfaces, freezing may happen quickly.
It is the responsibility of the De-icing Operator to ensure that all frozen deposits have been removed from
the treated surfaces, before applying the second step fluid.
When applying the second step fluid, use a spraying technique, which completely covers the first step fluid
(for example using the method described in section 3.9.2.4) and provides a sufficient amount of second
step fluid. For guidance on amount of fluid refer to the AEA document "Training Recommendations and
Background Information for De-icing/Anti-icing Aeroplanes on the Ground".
Where re-freezing occurs following the initial treatment, both first and second step must be repeated.
CAUTION: The application of Type II, III, or IV fluid, especially when used in a one step process or in
the first step of a two step process, may cause fluid to collect in aerodynamically quiet
areas, cavities and gaps, which can dry out and leave dried residues.
Dried residues may rehydrate and freeze following a period of high humidity and/or rain
conditions. This may impede flight control systems. These dried residues may require
removal.
Consult the aircraft manufacturer with regard to inspection methods and frequency, related
maintenance requirements and aeroplane washing recommendations.
The use of hot water or heated mixture of Type I fluid/water for the first step of a two-step
de-icing/anti-icing process will minimise the formation of dried residues.
NOTE 1: If a Type II, III or IV fluid is used in the first step of a two step process, then an appropriate
inspection and cleaning program shall be established
Whenever suitable, de-ice and anti-ice with only Type I.
NOTE 2: In order to detect dried residues, it may help to spray a water mist onto the affected
surfaces. This causes the dried residues to rehydrate and swell into a kind of gel.
NOTE 3: Anti-icing of the lower side of the wings and/or horizontal stabilizer and elevator is normally
not foreseen. However, if these surfaces must be de-iced, the freezing point of the de-icing
fluid must be low enough to prevent refreezing.
3.9.3.3.3 With regard to holdover time provided by the applied fluid, the objective is that it be equal to or greater
than the estimated time from start of anti-icing to start of takeoff based on existing weather conditions.
3.9.3.3.4 De-icing treatments shall be symmetrical, that is, left-hand and right-hand side of the aeroplane shall
receive the same treatment, even when only one side of the aeroplane is contaminated.
Anti-icing treatments shall be also symmetrical and shall always cover the entire wing, the entire vertical
stabilizer/rudder and horizontal stabilizer/elevator on both sides of the aeroplane.
CAUTION: Aerodynamic problems could result if these requirements are not met.
3.9.3.3.5 During anti-icing and de-icing, the moveable surfaces shall be in a position as specified by the aircraft
manufacturer.
3.9.3.3.6 Engines are normally shut down but may remain running at idle during de-icing/anti-icing operations.
Air conditioning and/or APU air shall be selected OFF, or as recommended by the airframe and engine
manufacturer.

3.9.3.3.7 De-icing/anti-icing fluids shall not be sprayed directly on wiring harnesses and electrical components
(receptacles, junction boxes, etc.), onto brakes, wheels, exhausts, or thrust reversers.
3.9.3.3.8 De-icing/anti-icing fluid shall not be directed into the orifices of pitot heads, static ports or directly onto air
stream direction detectors probes/angle of attack airflow sensors.
3.9.3.3.9 All reasonable precautions shall be taken to minimise fluid entry into engines, APU, other intakes/outlets
and control surface cavities.
De-icing/anti-icing fluid shall not be directed into engine inlets or directly onto engine probes/sensors.
3.9.3.3.10 Fluids shall not be directed onto flight deck or cabin windows as this can cause crazing of acrylics or
penetration of the window seals.
3.9.3.3.11 In general, prior to the application of de-icing/anti-icing fluids all doors and windows should be closed and
all service vehicles/personnel should be clear to prevent:
a) galley floor areas being contaminated with slippery de-icing fluids;
b) upholstery becoming soiled;
c) vehicles/personnel becoming contaminated with fluid.
However, when ramp activities have been completed and all doors, except the forward passenger door,
are closed, it is permissible to start de-icing/anti-icing surfaces well away from the open door, provided
that:
a) the Commander is informed and has agreed to this procedure before spraying;
b) passengers and staff will not be subjected to fluid overspray;
c) fuselage in the vicinity of the open door is not treated;
d) wind conditions are such that fluid or fluid overspray cannot reach the passenger door area.
This procedure is not recommended if passengers are boarding the aeroplane via open stairs.
NOTE: Doors shall not be closed until all ice or snow has been removed from the surrounding area.
3.9.3.3.12 Any forward area from which fluid can blow back onto windscreens during taxi or subsequent takeoff shall
be free of fluid prior to departure.
3.9.3.3.13 If Type II, III, or IV fluids are used, all traces of the fluid on flight deck windows should be removed prior to
departure, particular attention being paid to windows fitted with wipers.
De-icing/anti-icing fluid may be removed by rinsing with an approved cleaner and a soft cloth.
3.9.3.3.14 Landing gear and wheel bays shall be kept free from build-up of slush, ice or accumulations of blown
snow.
3.9.3.3.15 When removing ice, snow, slush or frost from aeroplane surfaces care shall be taken to prevent it entering
and accumulating in auxiliary intakes or control surface hinge areas. Remove snow from wings, stabilizer,
ailerons and elevators by spraying from the leading edge to the trailing edge.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most aeroplanes start at the
wing tip and work towards the wing root.
3.9.3.3.16 Ice can build up on aeroplane surfaces when descending through dense clouds or precipitation during an
approach. When ground temperatures at the destination are low, it is possible for flaps to be retracted and
for accumulations of ice to remain undetected between stationary and moveable surfaces. It is therefore
important that these areas are checked prior to departure and any frozen deposits are removed.
3.9.3.3.17 Under freezing fog conditions, the rear side of the fan blades shall be checked for ice build-up prior to
start-up. Any deposits discovered shall be removed by directing air from a low flow hot air source, such as
a cabin heater, onto the affected areas.
3.9.3.3.18 A flight control check should be considered according to aeroplane type (see relevant manuals).
This check should be performed after de-icing/anti-icing.
3.9.3.3.19 After frequent applications of de-icing/anti-icing fluids it is advisable to inspect aerodynamically quiet areas
and cavities for dried residues of thickened de-icing/anti-icing fluid. For these inspections it may be
necessary to open access panels.
Consult airframe manufacturers for inspection and cleaning details and procedures.
3.9.3.3.20 A de-icing/anti-icing treatment should be continuous and as short as possible. If a treatment is interrupted
(for example a truck ran out of fluid), the Aeroplane Commander shall be immediately informed stating:
a) reason for interruption;
b) actions to be taken (in consultation with the Commander);
c) expected time of delay.

Before continuing the treatment:
a) inform the Commander;
b) establish in consultation with the Commander, further treatment to be carried out, including any
surfaces requiring re-treatment (in relation to Holdover time).
Carry out treatment as agreed.
3.9.3.4 Clear ice precautions

3.9.3.4.1 Clear ice can form on aeroplane surfaces, below a layer of snow or slush. It is therefore important that
surfaces are closely examined following each de-icing operation, in order to ensure that all deposits have
been removed.
3.9.3.4.2 Significant deposits of clear ice can form, in the vicinity of the fuel tanks, on wing upper surfaces as well as
under-wing. Aeroplanes are most vulnerable to this type of build-up when:
a) wing temperatures remain well below 0 °C (32 °F) during the turnaround/transit;
b) ambient temperatures between -2 °C and +15 °C (28 °F and 59 °F) are experienced;
c) ambient humidity is high and/or precipitation occurs while the aeroplane is on the ground.
This type of ice formation is extremely difficult to detect. However, frost or ice on the lower surface of either
wing can indicate the presence of clear ice on the upper wing surfaces.
Therefore when the above conditions prevail, or when there is otherwise any doubt whether clear ice has
formed, a close examination shall be made immediately prior to departure, in order to ensure that all
frozen deposits have in fact been removed.
NOTE 1: Clear ice can form at other temperatures if conditions a) and c) exist.
NOTE 2: Low wing temperatures associated with this type of build-up normally occur when large
quantities of cold fuel remain in wing tanks during the turnaround/
transit and any subsequent re-fuelling does not cause a sufficient increase in wing
temperature.

3.10 General aeroplane requirements after de-icing/anti-icing
3.10.1 Following the de-icing/anti-icing procedures and prior to takeoff, the critical aeroplane surfaces
shall be clean of all frost, ice, slush, and snow accumulations in accordance with the following
requirements.
3.10.1.1 Wings, tail and control surfaces
Wings, tail and control surfaces shall be free of ice, snow, slush, and frost except that a coating of frost
may be present on wing lower surfaces in areas cold soaked by fuel between forward and aft spars in
accordance with the aircraft manufacturer’s published documentation.
NOTE: Frost or any other contamination is not acceptable on the lower side of the horizontal
stabilizer and elevator, unless specified otherwise in the AFM or other aircraft
manufacturer's documentation.
3.10.1.2 Pitot heads and static ports
Pitot heads and static ports shall be clear of ice, frost, snow and fluid.
3.10.1.3 Engines
Engine inlets, exhaust nozzles, cooling intakes, control system probes and ports shall be clear of ice and
snow. Engine fan blades or propellers (as appropriate) shall be clear of ice, frost and snow, and shall be
free to rotate.
3.10.1.4 Air conditioning inlets and exits
Air conditioning inlets and exits shall be clear of ice, frost and snow. Outflow valves shall be clear and
unobstructed.
3.10.1.5 Landing gear and landing gear doors
Landing gear and landing gear doors shall be unobstructed and clear of ice, frost and snow.
3.10.1.6 Fuel tank vents
Fuel tank vents shall be clear of ice, frost and snow.
3.10.1.7 Fuselage
Fuselage shall be clear of snow, slush or ice. Frost may be present in accordance with the aircraft
manufacturer’s documentation.
3.10.1.8 Nose/Radome Area and Flight Deck Windows
Snow, slush, or ice on the windscreens or on areas forward of the windscreens shall be removed prior to
departure (refer to section 3.10.1.7).
Heated flight deck windows will not normally require de-icing.
3.10.2 Flight control check

A functional flight control check using an external observer may be required after de-icing/anti-icing
depending upon aeroplane type (see relevant manuals). This is particularly important in the case of an
aeroplane that has been subjected to an extreme ice or snow covering.
3.10.3 Dried fluid residues when the aeroplane has not been flown after anti-icing
Dried fluid residue could occur when surfaces have been treated but the aeroplane has not subsequently
been flown and not been subject to precipitation. The fluid may then have dried on the surfaces. In such
situations the aeroplane must be checked for dried residues from de-icing/anti-icing fluids and cleaned as
necessary.
3.10.4 Special maintenance considerations

Proper account should be taken of the possible side-effects of fluid use. Such effects may include, but are
not necessarily limited to, dried and/or rehydrated residues, corrosion and the removal of lubricants.

3.11 Post De-icing/Anti-icing Check
An aeroplane shall not be dispatched after a de-icing/anti-icing operation until the aeroplane has received
the following visual check by a trained and qualified person.
This check shall cover wings, horizontal stabilizer, vertical stabilizer and fuselage.
This check shall also include any other parts of the aeroplane on which a de-icing/anti-icing treatment was
performed according to the requirements identified during the contamination check.
The check shall be performed from points offering sufficient visibility of all prescribed surfaces
(e.g. from the de-icer itself or other equipment suitable for gaining access). Any contamination found, shall
be removed by further de-icing/anti-icing treatment and the check repeated.
Before take-off the Commander must ensure that he has received confirmation that this Post
De-icing/Anti-icing Check has been accomplished.
NOTE: For specific aeroplane types, additional requirements exist e.g. special clear ice checks,
such as tactile checks on wings. These special checks are not covered by the Post De-
icing/Anti-icing Check. Aeroplane operators shall make arrangements for suitably qualified
personnel to meet these requirements.
Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post De-icing/
Anti-icing Check, it may either be performed as a separate check or incorporated into the de-icing
operation as defined below.
The de-icing provider shall specify the actual method adopted, where necessary by customer, in his winter
procedures:
a) As the de-icing/anti-icing operation progresses the De-icing Operator will closely monitor the surfaces
receiving treatment, in order to ensure that all forms of frost, ice, slush or snow (with the possible
exception of frost, which may be allowed as described in section 3.10.1.1 and 3.10.1.7) are removed
and that, on completion of the treatment, these surfaces are fully covered with an adequate layer of
anti-icing fluid..
b) Once the operation has been completed, the De-icing Operator will carry out a close visual check of
the surface where treatment commenced, in order to ensure it has remained free of contamination
(this procedure is not required under ‘frost only’ conditions).
c) Where the request for de-icing/anti-icing did not specify the fuselage, it shall also receive a visual
check at this time, in order to confirm that it has remained free of contamination (with the possible
exception of frost which may be allowed as described in 3.10.1.7).
d) Any evidence of contamination that is outside the defined limits shall be reported to the Commander
immediately.
3.12 Pre-takeoff Check

The Commander shall continually monitor the weather conditions after the performed de-icing/anti-icing
treatment. Prior to takeoff he shall assess whether the applied holdover time is still appropriate and/or if
untreated surfaces may have become contaminated.
This Check is normally performed from inside the flight deck.
3.13 Pre-takeoff Contamination Check

This is a check of the critical surfaces for contamination.
This check shall be performed when the condition of the critical surfaces of the aeroplane cannot be
effectively assessed by a pre-takeoff check or when the applied holdover time has been exceeded.
This check is normally performed from outside the aeroplane.
The alternate means of compliance to a pre-takeoff contamination check is a complete de-icing/anti-icing
re-treatment of the aeroplane.

3.14 Communication Procedures
The person communicating with the flight crew shall have a basic knowledge of the English language
in order to communicate properly (Operational level or equivalent according to AEA Training
Recommendations).
Communication between the Commander and the de-icing crew will usually be achieved using a
combination of printed forms and verbal communication. For treatments carried out after aeroplane doors
are closed, use of flight interphone (headset) or VHF radio will usually be required.
Electronic message boards may also be used in ‘off stand’ situations (see section 8.1 for details). Use of
hand signals is not recommended except for the final ‘all clear’ signal (see section 3.14.5).
For de-icing/anti-icing operations with engines running see also section 8.1.
3.14.1 Communication prior to starting De-icing/Anti-icing treatment

i) Before de-icing/anti-icing, the Commander shall be requested to confirm the treatment required
(areas to be de-iced, anti-icing requirements, special de-icing procedures).
ii) Before fluid application starts, the Commander shall be requested to configure the aeroplane for
de-icing/anti-icing (surfaces, controls and systems, as per aeroplane type requirements).
The de-icing crew shall wait for confirmation that this has been completed before commencing
the treatment.
iii) For treatments carried out without the flight crew present, a suitably qualified individual shall be
nominated by the aeroplane operator to confirm the treatment required and to confirm correct
configuration of the aeroplane.
3.14.2 Post De-icing/Anti-icing Communication

An aeroplane shall not be dispatched for departure after a de-icing/anti-icing operation until the
Commander has been notified of the type of de-icing/anti-icing operation performed
(Anti-icing Code).
The Anti-icing Code (section 3.14.3) shall be provided by a qualified person at the completion of the
treatment, indicating that the checked surfaces (see section 3.11) are free of ice, frost, snow, and slush,
and in addition includes the necessary information to allow the Commander to estimate the holdover time
to be expected under the prevailing weather conditions with reference to section 3.15.
When a treatment is interrupted for a significant period of time (e.g. truck runs out of fluid) the flight crew
shall be informed stating the reason, the action to be taken and the estimated time delay.
When continuing the treatment, the previously treated surfaces must be fully de-iced and anti-iced again,
when the holdover time of the treatment from before the interruption is not sufficient (see section
3.9.3.3.20).
3.14.3 Anti-icing Codes

The following information shall be recorded and be communicated to the Commander by referring to the
last step of the procedure and in the sequence provided below:
a) the fluid Type; i.e. Type I, II, III, IV
b) the concentration of fluid within the fluid/water mixture, expressed as a percentage by volume;
NOTE 1: No requirement for Type I fluid.
c) the local time (hours:minutes), either
- for a one-step de-icing/anti-icing: at the start of the treatment
or
- for a two-step de-icing/anti-icing: at the start of the second step (anti-icing);
d) the date (written: day, month, year);
NOTE 2: Required for record keeping, optional for Commander notification.
e) the complete name of the anti-icing fluid (so called “brand name”).
NOTE 3: for Type III fluids only, optional for Type II and IV fluids.
f) the statement "Post de-icing/anti-icing check completed”
NOTE 4: For specific aeroplane types, additional requirements exist e.g. special clear ice checks,
such as tactile checks on wings.
Additional confirmation for these checks is required.
EXAMPLE
A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a Type II fluid and 25%
water, commencing at 13:35 local time on 20 February 2011, is reported and recorded as follows:
TYPE II/75 13:35 (20 Feb 2011) (Complete name of anti-icing fluid)
"Post de-icing/anti-icing check completed".

3.14.4 Post De-icing/Anti-icing Check and transmission of the Anti-icing Code to the Commander
It shall be clearly defined by the aeroplane operator which company is responsible for carrying out
the post de-icing/anti-icing check and providing the Commander with the Anti-icing Code.
If two different companies are involved in the de-icing/anti-icing treatment and post de-icing/anti-icing
check, it must be ensured that the Anti-icing Code is not given before the post de-icing/anti-icing check is
completed.
The company carrying out the de-icing/anti-icing treatment shall be responsible for the treatment and pass
all information about the treatment to the company carrying out the post de-icing/anti-icing check.
3.14.5 All clear signal

The flight crew shall receive a confirmation from the ground crew that all de-icing/anti-icing operations are
complete and that all personnel and equipment are clear before reconfiguring or moving the aeroplane.
3.15 Holdover time

Holdover time is obtained by anti-icing fluids remaining on the aeroplane surfaces.
With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment and
with a two-step de-icing/anti-icing at the start of the second step (anti-icing)
Holdover time will have effectively run out when frozen deposits start to form/accumulate on treated
aeroplane surfaces.
Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited holdover time,
especially in conditions of freezing precipitation. With this type of fluid no additional holdover time would be
provided by increasing the concentration of the fluid in the fluid/water mixture.
Type II, III, and IV fluids contain a pseudo plastic thickening agent, which enables the fluid to form a thicker
liquid wetting film on external aeroplane surfaces. This film provides a longer holdover time especially in
conditions of freezing precipitation.
With this type of fluid additional holdover time will be provided by increasing the concentration of the fluid
in the fluid/water mixture, with maximum holdover time available from undiluted fluid.
The tables in Annex A give an indication as to the time frame of protection that could reasonably be
expected under conditions of precipitation. However, due to the many variables that can influence holdover
time, these times should not be considered as minimums or maximums as the actual time of protection
may be extended or reduced, depending upon the particular conditions existing at the time.
The lower limit of the published time span is used to indicate the estimated time of protection during
moderate precipitation and the upper limit indicates the estimated time of protection during light
precipitation.
The responsibility for the application of these data remains with the user.
CAUTION: Heavy precipitation rates or high moisture content, high wind velocity or jet blast may reduce
holdover time below the lowest time stated in the range. Holdover time may also be reduced
when aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
CAUTION: Surface coatings are currently available that may be identified as ice phobic or hydro phobic,
enhance the appearance of aeroplane external surfaces and/or lead to fuel savings.
Since these coatings may affect the fluid wetting capability and the resulting fluid thickness
of de-icing/anti-icing fluids they have the potential to affect holdover time and aerodynamics.
For more information see SAE AIR 6232 and consult the aircraft manufacturers
NOTE 1: Certain fluids may be qualified according to fluid specifications but may not have been
tested during winter to develop the holdover time guidelines specified in this document.
Holdover time guidelines in this document are not applicable to these fluids.
NOTE 2: For use of holdover time guidelines consult fluid manufacturer’s technical literature for
minimum viscosity limits of fluids as applied to aeroplane surfaces.

NOTE 3: A degraded Type II, Type III, or Type IV fluid may be used, provided the holdover time
guidelines for Type I fluids (Annex A, Table 1 or 2 as applicable) are used.
A Type II, Type III, or Type IV fluid is considered to be degraded if the viscosity is below the
minimum limit as provided by the fluid manufacturer.
The Type II fluid holdover time guideline (Annex A, Table 3) may be used with degraded
Type IV fluids only after substantiation by holdover time testing.
NOTE 4: Holdover time guidelines can also be obtained for individual fluid products and these ”brand
name” holdover times will be found to differ from the tables published here.
If an airline decides to use these brand name tables it shall refer to the FAA or TC
documentation, particularly for the application of the ‘light’ and ‘very light snow’ columns.
NOTE 5: Holdover time determination systems (HOTDS) are available to determine holdover times
based on liquid water equivalent (LWE) and OAT. These holdover times may differ from
those published in Annex A of this document.

Table 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations)
as a function of OAT
One-Step Procedure Two-Step Procedure
OAT
First step: Second step:
De-icing/Anti-icing (1)
De-icing Anti-icing
0 C (32 F) Heated water or a heated

and above Heated fluid/water fluid/water mixture
Heated fluid/water mixture with a
mixture with a freezing
freezing point of at least
below point of at least 10 C
10 C (18 F) below OAT
0 C (32 F) (18 F) below OAT Heated fluid/water mixture with
down to a freezing point at OAT or below
LOUT
(1)
To be applied before first step fluid freezes.
NOTE 1: Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F) at the nozzle.
Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines.
If holdover times are not required, a temperature of 60 °C (140 °F) at the nozzle is desirable.
2 2
NOTE 3: To use Type I Holdover Time Guidelines, at least 1 litre/m (~2 Gals/100ft ) must be applied
to the de-iced surfaces.

Table 2 - Guidelines for the application of Type II and Type IV fluid/water mixtures (minimum concentrations)
as a function of OAT
Concentration of neat fluid/water mixture in vol%/vol%
(1)
OAT One-Step Procedure Two-Step Procedure
De-icing/ First step: Second step:

(2)
Anti-icing De-icing Anti-icing
50/50 50/50
(3) Heated water or a heated
0 C (32 F) Heated Heated/unheated
Type I, II or IV
and above Type II or IV Type II or IV
fluid/water mixture
fluid/water mixture fluid/water mixture
50/50 Heated Type I, II or IV 50/50

(3)
below 0 C (32 F) Heated fluid/water mixture with a Heated/unheated
to -3 C (27 F) Type II or IV freezing point at OAT or Type II or IV
fluid/water mixture below fluid/water mixture
75/25 Heated Type I, II or IV 75/25

below -3 C (3)
Heated fluid/water mixture with a Heated/unheated
(27 F) to
Type II or IV freezing point at OAT or Type II or IV
-14 C (7 F) below fluid/water mixture
fluid/water mixture
Heated Type I, II or IV
below -14 C 100/0 100/0
(3) fluid/water mixture with a
(7 F) to Heated Heated/unheated
freezing point at OAT or
-23 C (- 9 F) Type II or IV below
Type II or IV
Type II /Type IV fluid may be used below -23 C (-9 F) provided that the freezing point
of the fluid is at least 7 C (13 F) below OAT and that aerodynamic acceptance criteria are met
(LOUT).
below -23 C
(- 9 F) NOTE: Type II/Type IV fluid may not be used below -25°C (-13°F) in active frost conditions.
Consider the use of Type I fluid/water mixture when Type II or IV fluid cannot be used
(see Table 1).
(1)
Fluids must only be used at temperatures above their LOUT.
(2)
To be applied before first step fluid freezes.
(3)
Clean aeroplanes may be anti-iced with unheated fluid.
NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 C (140 F) at the
nozzle is desirable. When the first step is performed using a fluid/water mixture with
a freezing point at OAT, the temperature at the nozzle shall be at least 60 °C (140 F)
2 2
and at least 1 litre/m (~2 Gals/100 ft ) must be applied to the surfaces to be de-iced.
Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, it shall
be verified if a stronger mixture (more glycol) may need to be used to ensure a sufficient
freezing point buffer. As fluid freezing may occur, 50/50 Type II, III, or IV fluid shall not
be used for the anti-icing step of a cold soaked wing as indicated by frost or ice on the
lower surface of the wing in the area of the fuel tank.
CAUTION: An insufficient amount of anti-icing fluid, especially in the second step of a two step
procedure, may cause a substantial loss of holdover time.
This is particularly true when using a Type I fluid mixture for the first step (de-icing).
CAUTION: Some fluids shall only be used undiluted. For some fluids the LOUT may differ. For details
refer to fluid manufacturer's documentation.
NOTE: Type III fluid has been removed from this table since the application of the current Type III
fluids is fluid specific and does not fit this table.

4 Aeroplane de-icing methods with infrared technology
Refer to SAE ARP 4737 section 6 for cautions and minimum requirements to be considered for
this method.
5 Aeroplane de-icing methods with forced air

Refer to AIR 6284 for cautions and minimum requirements to be considered for this method.

6 Quality Assurance Programme
6.1 Station Quality Assurance Programme for Aeroplane De-icing/Anti-icing Operations
6.1.1 Introduction
A programme, which ensures compliance with the relevant sections of EU-OPS, shall be introduced for all
on-line Stations where aeroplane de-icing/anti-icing is either normally carried out, or where local conditions
may periodically lead to a requirement for aeroplane to be de-iced/anti-iced. Deficiencies, in regard to a
Station's local de-icing/anti-icing procedures, shall be identified and subsequently actioned through this
Programme, thereby ensuring that the required safety standards are maintained.
It is the responsibility of *......................................................... to ensure;
1) compliance with this programme
2) that any outstanding deficiencies (negative responses) identified, are resolved as a matter of
urgency
3) that an effective audit programme is maintained.
(* Official nominated by aeroplane operator)

NOTE: An example for a "De-icing/Anti-icing - Quality Assurance Checklist and Report" is given in
section 6.1.4. However, it should be noted that this list is just an example and therefore
might not reflect today's practices.
6.1.2 Inspection requirements

Prior to the start of each winter period complete a "De-icing/Anti-icing - Quality Assurance Checklist and
Report". Distribute copies of this report to the addressees listed at the end of this report. Ensure that all
negative responses are actioned within the time scale annotated in this report. Then complete and
distribute updated copies of this report.
When a new Station is to be opened up, an initial inspection must be carried out, before the start of
operations. Firstly, complete a "De-icing/Anti-icing - Quality Assurance Checklist and Report", then
distribute copies of this report to the addressees listed at the end of this report. Immediately prior to the
start of operations carry out a follow up inspection, ensuring that all negative responses have been
actioned. Then complete and distribute updated copies of the "De-icing/Anti-icing - Quality Assurance
Checklist and Report".
6.1.3 Responsibilities
Responsibility for the delegation, regulation and control of aeroplane ground de-icing/anti-icing operations
are defined in Company procedure ……………………………
The following responsibilities apply in regard to aeroplane operating under snow and ice conditions:
6.1.3.1 *........................................................... shall be responsible for ensuring that the necessary infrastructure is
in place at the Stations under their control, in order to maintain safe operations during ground icing
conditions.
(* Official nominated by aeroplane operator)
6.1.3.2 The Company responsible for the de-icing/anti-icing operation (further called “de-icing company”) shall
maintain vehicles/equipment, fluids, training and procedures, in accordance with the latest edition of the
relevant ISO specifications or SAE documents (ARP 4737, AMS 1424, AMS 1428, ARP 1971) or the AEA
recommendations on de-icing.
6.1.3.3 Personnel carrying out the de-icing/anti-icing operation are responsible for ensuring that the task is
performed in accordance with the requirements detailed in the latest edition of the Aircraft Maintenance
Manual or SAE ARP 4737 or AEA recommendations on de-icing.
6.1.3.4 The person responsible for final release/dispatch of the aeroplane is responsible for ensuring that the
aeroplane has been de-iced/anti-iced in accordance with the requirements detailed in the latest edition of
the Aircraft Maintenance Manual or SAE ARP 4737 or AEA recommendations on de-icing ensuring that
relevant surfaces are free of frost, ice, slush and snow at the time of dispatch.
6.1.3.5 After receiving the Anti-icing Code, the Commander (pilot in command) is responsible for ensuring that the
relevant surfaces remain free of frost, ice, slush and snow until takeoff.

6.1.4 De-icing/Anti-icing Quality Assurance Checklist and Report
STATION NAME: ................................................. DATE: ....................... Report No.: ..............................
INSPECTED BY: ................................................. TITLE: ....................... AIRLINE: ..............................
Type of inspection Initial: o Annual: o Follow up: o Other: ..........................................
I Handling company performing de-icing/anti-icing: .............................................................................................….
Type of company:
Airline Ground handling Other (specify) ............................................... ISO 9000 certified
Airlines using the company for de-icing/anti-icing services:
II Handling company performing inspection after de-icing/anti-icing: Same as above

(Fill in if not the same as above)
Type of company:
Airline Ground handling Other (specify) ............................................... ISO 9000 certified
Airlines using the company for inspection after de-icing/anti-icing services:
_________________________________________________________________________________________________
Findings/Recommendations (for details see checklist and findings summary on last page):
Restrictions: Yes No
(Specify if yes)
...............................................................................................................................................................
Corrective measures required prior to de-icing/anti-icing operation: Yes No

Follow-up audit required prior to de-icing/anti-icing operation: Yes No
Recommended audit interval (specify) ............................ Remarks: ...................................................................
Signature: .............................................................. Date: ...................................................................

6.1.4. A General Information
6.1.4. A 1 Contact Addresses
I Handling company performing de-icing/anti-icing: .....................................................................................
Responsible Mgr: ................................................................... Telephone: ...................................................................
Address: ............................................................................ Fax: ...................................................................
............................................................................ E-Mail: ...................................................................
............................................................................ SITA Telex: ...................................................................
II Handling company performing inspection after de-icing/anti-icing: Same as above

(Fill in if not the same as above)
...............................................................................................................................................................................................…..
Responsible Mgr: ................................................................... Telephone: ...................................................................
Address: ............................................................................ Fax: ...................................................................
............................................................................ E-Mail: ...................................................................
............................................................................ SITA Telex: ...................................................................
6.1.4.A 2 Fluids *
Specification fluid released to
ISO11075 ISO11078 AMS1424 AMS1428 others
Manufacturer:
Fluid A:
Brand name/type:
Manufacturer:
Fluid B:
Brand name/type:
Manufacturer:
Fluid C:
Brand name/type:
* Specify above all de-icing/anti-icing fluids likely to be used on the aeroplane by the previously named Handling Company.
It is up to the individual Airline to approve the listed fluid(s)
6.1.4 A 3 Miscellaneous
De-icing/anti-icing procedure manuals are available from following Airlines

Valid contracts are signed with the following Airlines
Are valid AEA recommendations, ISO 11076 or ARP4737 available (specify)

Start of winter operation (readiness of vehicles/fluids)
End of winter operation
List companies , which may be called on to provide ad-hoc

de-icing/anti-icing operations and complete separate audit survey for each
Handling Company if they are providing services
List companies, which may be called on to provide ad-hoc inspection after de-
icing/anti-icing operations and complete separate audit survey for each
Handling Company if they are providing services

6.1.4 B Station Inspection Checklist
Complete the following Inspection Checklist during each winter period.
Request by a separate letter to the Handling Company that all negative responses are rectified within a time scale.
Checklist details:
Items should be answered with Y (yes) or N (no) or recorded as 'N/A' if not applicable
Unsatisfactory items should be marked with ‘X’ or as 'C' and comments recorded.
Certain other items call for specific values to be recorded.
In the case that an observation may not always be possible for any reasons, the items should be marked as 'N/O'.
Y/N/
Q-Nr. Questions Comments
X/C
De-icing/anti-icing Fluids
1. Are fluid release documents (Certificate of Conformance) received from the fluid
manufacturer for each fluid delivery/batch and retained by the consignee for
inspection, as necessary
2. Are records of refractive index checks, carried out on fluids sprayed from each
operational piece of de-icing/anti-icing equipment, maintained and is the
information available to aeroplane operators (where vehicles are equipped with a
proportional mixture system, a representative range of samples, taken from the
nozzle at typical operational settings, shall be checked)
3. Are records of viscosity checks, carried out on samples of Type II, III and IV
fluids sprayed from the nozzle of each appropriate piece of de-icing/anti-icing
equipment at typical operational settings, maintained and is the information
available to aeroplane operators.
4. Viscosity spot checks shall be performed on each vehicle type used by the Vehicle no. checked:
handling company. Samples shall be taken under supervision of
auditor/inspector from spraying nozzles, vehicle tank and storage tank for ............................
laboratory analyses.
............................
Note identification number of vehicle from which the sample was taken (a
different vehicle number should be checked at next inspection if possible). ............................
NOTE: Viscosity must be within the limits published by the fluid manufacturer ............................

6.1.4 B Station Inspection Checklist (continued)
Y/N/
X/C
Training and Qualification;

Personnel of company performing de-icing/anti-icing
5. Do the personnel carrying out the de-icing/anti-icing operation receive training in
cold weather operations
6. What standard are they trained to ( ) AEA

Recommendations
Specify: ................................................................................. ( ) ISO 11076
( ) SAE ARP 4737
( ) Company Procedure
(specify)
( ) Others (specify)
7. Do they receive annual refresher training
8. Are training records maintained
9. How is the success of the training evaluated ( ) Theoretical Test

( ) Practical Test
( ) No Test
Y/N/
X/C
Training and Qualification;

Personnel of company performing inspection after
de-icing/anti-icing
10. Do the personnel who carry out the check after de-icing/anti icing
receive training in cold weather operations
11. What standard are they trained to ( ) AEA

Recommendations
Specify: .............................................................. ( ) ISO 11076
( ) SAE ARP 4737
( ) Company Procedure
(specify)
( ) Others (specify)
12. Do they receive annual refresher training
13. Are training records maintained
14. How is the success of the training evaluated ( ) Theoretical Test

( ) Practical Test
( ) No Test

Y/N/
X/C
De-icing/anti-icing Equipment
(vehicles of each separate type/modification state to be specified)
15. Manufacturer/Model: ...................... / ..............................
Total number of vehicles of this model: ..........................
Tank 1 Fluid*: ...................../ ............................
Tank 2 Fluid*: ...................../ ............................
Tank 3 Fluid*: ...................../ ............................
* Type/concentration of fluid
16. Are vehicle tanks/filling ports labelled for fluid Type and/or Mixture
17. How is Fluid Mixed ( ) By vehicle
proportional mixture
system
( ) Manually in vehicle
( ) In storage tank
18. What temperature is the de-icing fluid applied at (Temperature at nozzle) Temperature:
~ .................. C
19. Can Type II, III or IV fluid (undiluted or hot mixture) be sprayed without degrading
the fluid beyond required limits
(Refer to questions 3 and 4)
20. Can the de-icing fluid spray reach all appropriate parts of the aeroplane
21. Do vehicles fulfil the requirements of ISO 11077 (or equivalent)
22. Are spraying nozzles properly marked with fluid type and/or mixture rate when
more than one nozzle is installed
23. Are vehicles maintained to a maintenance schedule
Y/N/
X/C
24.
Manufacturer/Model: ................... / .................................
Total number of vehicles of this model ..............................
Tank 1 Fluid*: ...................../ ............................
Tank 2 Fluid*: ...................../ ............................
Tank 3 Fluid*: ...................../ ............................
system
( ) In storage tank
~ .................. C
the fluid beyond required limits
(Refer to questions 3 and 4)

Y/N/
X/C
33. Manufacturer/Model: ...................... / ...................................
Total number of vehicles of this model: ...........................
Tank 1 Fluid*: ...................../ ............................
Tank 2 Fluid*: ...................../ ............................
Tank 3 Fluid*: ...................../ ............................

system
( ) In storage tank
~ .................. C
the fluid beyond required limits? (Refer to questions 3 and 4)
Y/N/
X/C
De-icing/anti-icing Facilities
42. Where are de-icing/anti-icing operations carried out ( ) Gate

( ) After Pushback*
( ) Remote/Centralised
Position*
( ) End of Runway*
( ) Other (specify)
* see question 43
43. * Are local AIP and NOTAM/Instructions available from the Airport
Authority and incorporated in the procedures of the handling company
44. Is the de-icing/anti-icing location negotiable
45. Where de-icing/anti-icing is carried out at an area away from the gate, who specify
certifies that the aeroplane has been correctly de-iced/anti-iced and that
appropriate surfaces are free of all forms of frost, ice, slush and snow
46. Does Airline personnel have access to the remote de-icing/anti-icing position
47. Is fluid heated in storage tanks
48. If heated in storage tanks, what method of heating is employed and to what Temperature:
temperature ~ .................. C
49. How is fluid stored ( ) Fixed Tanks
( ) Mobile Tank(s)
( ) Barrels
50. Are all storage tanks and filling ports labelled for fluid type/mixture
51. Are all components of storage facility checked in accordance with
ISO 11076

6.1.4 C Comments
6.1.4 D Findings Summary
Request remedial actions for finding(s) by a letter to the Handling Company
Item /
Findings description
Q-Nr
Distribution / Copies to *
* Nominated by aeroplane operator
(End of Checklist)

6.2 Fluid Sampling Procedure for Type II, Type III, or Type IV Fluids
6.2.1 Introduction
To ensure that the necessary safety margins are maintained between the start of the de-icing/anti-icing
operation and takeoff, the fluid used to both de-ice and anti-ice aeroplane surfaces, must be in an ”ex-fluid
manufacturers” condition and at the correct concentration. Due to the possible effect of vehicle/equipment
heating and/or delivery system components on fluid condition, it is necessary for the sampling method to
simulate typical aeroplane application.
This section therefore describes the approved methods for collecting samples of Type II, III, and IV fluids,
sprayed from operational aeroplane de-icing/anti-icing vehicles/equipment, prior to the necessary quality
control checks (see section 6.3) being carried out.
6.2.2 Method
The preferred method is to spray the fluid onto a purpose built stand, consisting of a suitable plate (for fluid
application) and an associated fluid collection system. In the absence of such a stand, the application can
be made onto a clean polythene sheet (approx. 2m x 2m) laid directly on the ground.
Depending on wind speed/direction at the time of sampling the polythene sheet may require to be
weighted down at the edges, to prevent movement.
The distance between the spray nozzle and the surface shall be approximately 3m and the fluid shall be
sprayed perpendicular to the surface.
Where different spray patterns and flow rates are used during routine de-icing/anti-icing operations,
samples shall be taken at typical nozzle settings (e.g. fine, medium or coarse) and flow rates for anti-icing.
6.2.3 Procedure
6.2.3.1 Select the required flow rate/spray pattern for the fluid to be sampled.
6.2.3.2 Spray the fluid to purge the lines and check the concentration of a sample, taken from the gun/nozzle after
purging.
6.2.3.3 Should the refractive index indicate that the lines have not been adequately purged, repeat the previous
step until the concentration is correct for the fluid to be sampled (on certain vehicles it may be necessary
to spray more than 50 litres of fluid, before the lines are completely purged).
6.2.3.4 Direct the fluid onto the sampling surface and spray an adequate amount of fluid to allow for a 1 litre
sample to be taken.
6.2.3.5 Where a polythene sheet is used for sampling purposes, carefully lift the corners of the sheet and collect
1 litre of the fluid in a clean and dry bottle.
6.2.4 Reference Fluid

For reference purposes, take a 1 litre sample of the base fluid from the storage facility and a 1 litre sample
from the fluid tank of the de-icing/anti-icing equipment/vehicle being sampled.
6.2.5 Identification of Samples

Attach a label to each sample, providing the following data:
6.2.5.1 Brand name and Type of the fluid (e.g. Dow UCAR ADF Concentrate/Type I, Kilfrost ABC-3/Type II,
Clariant Safewing MPIV Launch/Type IV, etc.)
6.2.5.2 Identification of de-icing/anti-icing equipment/vehicle (e.g. Elephant Beta DT04, Fixed Rig R001, etc.)
6.2.5.3 Detail where the sample was taken from (e.g. nozzle, storage tank or equipment/vehicle tank)
6.2.5.4 Mixture strength (e.g. 100/0, 75/25, etc.)
6.2.5.5 Station (e.g. BAK, etc.)
6.2.5.6 Date sample was taken

6.3 Checking Procedure for Aircraft De-icing/Anti-icing Fluids
6.3.1 Introduction
This checking procedure for aircraft de-icing/anti-icing fluids is in compliance with AEA station quality
assurance programme for aeroplane de-icing/anti-icing operations and with the relevant sections of
EU-OPS 1.345. The procedure ensures that the required safety standards concerning the de-icing/anti-
icing fluids quality are maintained When discrepancies are found investigate and rectify, i.e. ensure the
fluid is within limits prior to use.
6.3.2 Fluid Acceptance at Delivery

6.3.2.1 Check of documentation
Check that the fluid delivered corresponds to the fluid ordered.
Make sure the brand name and concentration of the product specified in the delivery documents
corresponds to the delivered fluid. Each container/road tanker shall be checked.
Make sure that the brand name and the concentration of the delivered fluid corresponds to the brand name
and the concentration of the storage or vehicle tanks.
6.3.2.2 Fluid Sample Checks

Before the first use of the delivered fluid for filling a storage tank or vehicle tank, take a sample from the
container/road tanker (each separate compartment if applicable) and perform the
following checks:
Type I fluid:
- Perform a visual contamination check according to section 6.3.6.1
- Perform a refractive index check according to section 6.3.6.2
- Perform a pH-value check according to section 6.3.6.3 *)
Type II, Type III, and Type IV fluids:

- Perform a field viscosity check according to fluid manufacturer’s instruction(s), section 6.3.6.4,
or any equivalent method.
*) Perform this check if it is suitable to identify contaminants in the fluid and/or detect
degradation of the fluid used.
6.3.3 De-icing/Anti-icing Vehicle Fluid Checks

6.3.3.1 Concentration Checks
Fluids or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle nozzles on a daily
basis when vehicles are in use. Where possible the sample shall be taken immediately before or during
the first de-icing/anti-icing operation of the day. To preserve the integrity of the sample, it shall be
protected against precipitation. Perform a refractive index check according to section 6.3.6.2 and record
the results.
NOTE 1: Trucks without a mixing system
Samples may be taken from the truck tank instead of at the nozzle. Ensure that the fluid is at
a uniform mixture.
NOTE 2: Trucks with proportional mixing systems
Operational setting for flow and pressure shall be used. Allow the selected fluid
concentration to stabilise before taking sample (see also section 6.2.3).
NOTE 3: Trucks with automated fluid mixture monitoring system
The interval for refractive index checks has to be determined by the handling company in
accordance with the system design.
6.3.3.2 Checks on (directly or indirectly) heated Fluids
Fluid or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle tanks.
As a guideline, the interval should not exceed two weeks, but it may be adjusted in accordance with local
experience.
Perform a Refractive Index Check in accordance with section 6.3.6.2.

6.3.4 Laboratory Checks for Fluids
The laboratory checks shall be performed for the fluids at the start and in the middle of the de-icing season
and upon request by the airline. Fluid samples shall be taken from all de-icing/anti-icing vehicle spray
nozzles of all vehicles and from all storage tanks in use.
For thickened de-icing/anti-icing fluids take the sample as described in fluid sampling procedure for Type
II, Type III, and Type IV fluids (see section 6.2). Samples shall be taken in all concentrations used for anti-
icing.
Perform the laboratory check for fluids as follows:
Type I fluid:

- Perform a pH-value check according to section 6.3.6.3

- Perform a pH-value check according to section 6.3.6.3
- Perform a laboratory viscosity check according to section 6.3.6.5 *)
*) Not applicable to samples taken from spray nozzle(s) used for de-icing exclusively.
6.3.5 Field Check for Fluids

Field check for fluids shall be made always when station inspection is made. The samples shall be taken
from the storage tank and from the de-icing/anti-icing equipment nozzle.
For thickened de-icing/anti-icing fluids take the sample as described in fluid sampling procedure for Type
II, Type III, or Type IV fluids (see section 6.2).
Perform the field test for fluids as follows:
Type I fluid:


- Perform a field viscosity check according to section 6.3.6.4
*) Perform this check if it is suitable to identify contaminants in the fluid and/or detect degradation
of the fluid used.

6.3.6 Fluid Check Methods
The following checks can be performed by any equivalent method.
6.3.6.1 Visual Contamination Check
- Put fluid from the sample into a clean glass bottle or equivalent
- Check for any kind of contamination (e.g. rust particles, metallic debris, rubber parts, etc.)
6.3.6.2 Refractive Index Check
- Make sure the refractometer is calibrated and clean
- Put a fluid drop taken from the sample or from the nozzle onto the test screen of the
refractometer and close the prism
- Read the value on internal scale and use the correction factor given by the manufacturer of
the fluid in case the temperature of the refractometer is not 20 ºC (68 F)
- Compare the value with the refractive index limits provided by the fluid manufacturer, to ensure
it is within tolerance.
- Clean the refractometer and return it into the protective cover
6.3.6.2.1 Delivery Check (All Fluids)
Ensure the refractive index is within the limits published by the manufacturer for the fluid as delivered.
6.3.6.2.2 In-Service Check (Type I Fluid)
Ensure the freezing point of the fluid is either
a) not less than 10ºC (18ºF) below the OAT for a one-step procedure and the second step in a
two-step procedure, or
b) at OAT or below for the first step fluid in a two-step procedure, and
c) that in neither case the maximum permitted concentration has been exceeded.
6.3.6.2.3 In-Service Check (Type II, III and IV Fluid)
Ensure the refractive index is within the ‘in-service’ limits published by the manufacturer for fluid at the
applicable concentration.
For Type II, III and IV fluid/water mixtures (50/50 or 75/25) a tolerance range from the setting of
-0% to + 7% may apply, depending on the product.
6.3.6.3 pH-Value Check
This check may be performed either with pH indicator paper (litmus paper) or with a calibrated or
functionally tested pH measurement instrument.
NOTE: The pH check in the laboratory should be performed with a calibrated or functionally
tested pH measurement instrument.
6.3.6.4 Field Viscosity Check
This check may be performed with a falling ball method, where the reference liquids represent the
minimum and maximum allowed viscosities of the tested product.
- Put the sample into a clean sample tube
- Insert the steel ball into the glass, fill it up completely and close it
- Return the glass into the test tool and turn it vertically and let all steel balls reach the lower
end of the test tubes
- After all 3 balls have reached the bottom of the tubes, turn the tool ±180 degrees to a full
vertical position
- The balls will move downwards with a different speed
- The speed of the middle steel ball shall be between the speed of the two other balls or be
equal to the speed of one of them
6.3.6.5 Laboratory Viscosity Check
- Perform the viscosity check in accordance with SAE AIR 9968
- The measurements shall be carried out at rotation speeds of 0.3 rpm
- The temperatures at which the measurements are made and the spindle number shall be reported
- Compare the viscosity values with figures from fluid manufacturer

7 Local Frost Prevention in Cold Soaked Wing Areas
7.1 Introduction
Wing surface temperatures can be considerably below ambient due to contact with cold fuel and/or close
proximity to large masses of cold soaked metal. In these areas frost can build up on wing surfaces and
may result in the entire wing being de-iced/anti-iced prior to the subsequent departure.
This procedure provides recommendations for the prevention of local frost formation in cold soaked wing
tank areas during transit stops in order to make de-icing/anti-icing of the entire wings unnecessary under
such circumstances. This procedure does, however, not supersede standard de-icing/anti-icing procedures
and has to fulfil the requirements of section 3. This procedure also does not relieve from any requirements
for treatment and inspections in accordance with aircraft manufacturer’s documentation.
7.2 Definitions
Local frost build-up: Limited formation of frost in local wing areas sub-cooled by cold fuel or large masses
of cold metal; this type of frost does not cover the entire wing!
7.3 Procedure
Using suitable spray equipment, apply a proper coating of undiluted Type II or IV anti-icing fluid on the
wings in the limited cold soaked areas where formation of frost may be expected due to contact of the wing
skin with sub cooled fuel or masses of cold metal.
A proper coating completely covers the treated area with visible fluid.
NOTE: For limitations see section 7.4.
7.4 Limits and Precautions

- This Local Frost Prevention procedure does not substitute standard de-icing/anti-icing procedures in
accordance with section 3, clear ice checks or any other aircraft manufacturer requirements, nor the
requirement that aeroplane surfaces are clear of frost, slush, snow and ice accumulation.
- This Local Frost Prevention procedure shall only be carried out if approved by the operator of the
aeroplane to be treated, and it shall only be carried out by properly qualified and trained personnel.
- This Local Frost Prevention procedure shall be applied on clean wings immediately following arrival of
the aeroplane. Application is acceptable at the latest when frost just starts to build up, but in this case
the fluid shall be applied at a minimum temperature of 50 °C (122 F).
If precipitation occurred between application of the fluid and dispatch of the aeroplane and/or if
precipitation is expected before takeoff, a standard de-icing/anti-icing treatment shall be performed in
accordance with section 3.
- Both wings shall receive the same and symmetrical treatment, i.e. the same area in the same location
shall be sprayed, also when conditions would not require the treatment of
both wings.
CAUTION: Aerodynamic problems could result if this requirement is not met.
- A holdover time shall not be assigned to a Local Frost Prevention procedure since the treatment does
not cover the entire aeroplane or wing surface respectively.
7.5 Final check

A tactile check (by touch) of the treated areas and a visual check of the untreated areas of both wings shall
be performed immediately before the aeroplane leaves the parking position.
These checks are conducted to insure that both wings are clean and free of frost.
The applied de-icing/anti-icing fluid shall still be liquid and shall show no indication of failure,
such as colour turning to white, loss of gloss, getting viscous, showing ice crystals etc.
7.6 Flight Crew Information

Following information shall be provided to the flight crew:
“Local frost prevention was accomplished”.

8 Off-gate de-icing/anti-icing procedures
8.1 Communications
During off-gate de-icing/anti-icing a two-way communication between flight crew and de-icing/anti-icing
operator/supervisor must be established prior to the de-icing/anti-icing treatment.
This may be done either by intercom or by VHF radio. In case VHF is used, the register or “tail number” of
the aeroplane instead of flight number must be used during all communications.
An alternate means of communication may be the use of Electronic Message Boards. In the event of
conflict, verbal communication shall take precedence.
During treatment all necessary information to cockpit must be given by this means (Beginning of treatment,
treatment of sections requiring de-activation of aeroplane systems, anti-icing code, etc.). Contact with flight
crew may be closed after anti-icing code and readiness for taxi-out has been announced. For standard
phrases refer to section 8.5.
During de-icing/anti-icing operations with engines running, both verbal and visual communications are
strongly recommended to control aeroplane movement.
8.2 Taxi guidance

When off-gate de-icing/anti-icing area is entered by taxiing, a sufficient taxi and stopping guidance must be
arranged, or marshaller assistance must be given. In case radio contact must be established before
entering the de-icing/anti-icing area, the signs with clearly marked operation frequency must be visible
from the cockpit before entering this area.
8.3 General instructions

The de-icing/anti-icing operator together with the airport authorities must publish all necessary information
about how to operate on the off-gate site by NOTAM or in local AIP. This information has to include at
least the location of, and standard taxi routing to the de-icing/anti-icing area, means to coordinate the de-
icing/anti-icing operation, means to communicate before and during the de-icing/anti-icing operation, and
information about taxi and stopping guidance.
8.4 Responsibilities
The responsibility to determine the need for de-icing/anti-icing before dispatch rests with the trained and
qualified ground crew or flight crew who performs the Contamination Check at the gate. This information
must be given in writing or verbally to the Commander of the aeroplane, who is after that responsible to
proceed in order to get proper treatment.
After treatment, the result must be checked by a trained and qualified person (see section 3.11) and the
anti-icing code must be given to the Commander (see section 3.14.3), after which the Commander is
responsible for the airworthiness of the aeroplane.

8.5 Terminology
Following standard communication terminology is recommended during off-gate de-icing/anti-icing
procedures:
(DIS = De-icing/anti-icing supervisor)

(COMMANDER = Pilot in command)
DIS: “Set parking-brakes, confirm aeroplane is ready for treatment, inform on any special
requests.”
After aeroplane is configured for treatment:
COMMANDER: “Brakes are set, you may begin treatment and observe …
(any special requests like: ice under wing/flaps, clear-ice on top of wing, snow on
fuselage, ice on landing-gear, anti-ice with Type IV fluid, etc.)”.
DIS: “We begin treatment now and observe …

(special request given, like “ice under wing”, etc.).
I will call you back when ready”.
Only after all equipment is cleared from aeroplane and all checks are completed:
DIS: “De-icing/anti-icing completed, Anti-icing Code is: …………........

(plus any additional info needed).
I am disconnecting.
Standby for clear signal at right/left and/or contact ground/tower for taxi clearance.”
COMMANDER: ”De-icing/anti-icing completed, Anti-icing code is …………........”
9 Standardised training
For guidelines see "AEA Training Recommendations and Background Information for De-icing/
Anti-icing Aeroplanes on the Ground".


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Recommendations for

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

AEA De-icing/Anti-icing Working Group

Publish these recommendations as the document ‘AEA Recommendations for De-icing/Anti-icing

Prepare training material for aeroplane ground de-icing/anti-icing purposes.

Harmonize with other organisations in the aeroplane ground de-icing/anti-icing field

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

No Chairman is assigned as the Working Group has a rotating chairmanship.

Any questions or comments may be sent to:

Association of European Airlines

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3 Aeroplane de-icing/anti-icing methods with fluids ............................................................... 7

4 Aeroplane de-icing methods with infrared technology....................................................... 29

5 Aeroplane de-icing methods with forced air ....................................................................... 29

6 Quality Assurance Programme ............................................................................................ 30

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

8 Off-gate de-icing/anti-icing procedures ............................................................................... 43

9 Standardised training ............................................................................................................ 44

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

2.1 SAE documents

See also www.sae.org

2.2 ISO documents

See also www.iso.ch

ISO 11077 - Aerospace - Self-propelled de-icing/anti-icing vehicles - Functional requirements.

2.3 AEA documents

“Training Recommendations and Background Information for De-icing/Anti-icing Aeroplanes

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3.3.1 active frost:

3.3.3 anti-icing fluid:

3.3.5 cold-soak effect:

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3.3.7 contamination check:

3.3.10 de-icing fluid:

3.3.11 freezing drizzle:

3.3.12 freezing fog:

3.3.13 frost/hoar frost:

3.3.15 holdover time:

3.3.16 ice pellets:

3.3.17 light freezing rain:

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

For applicable values refer to the fluid manufacturer’s documentation.

3.3.19 moderate and heavy freezing rain:

3.3.20 negative buffer:

3.3.21 rain or high humidity (on cold soaked wing):

3.3.22 rain and snow:

3.3.23 rime ice:

3.3.25 snow grains:

3.3.26 snow pellets:

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3.6 Staff training and qualification

3.6.1 Training requirements

3.6.1.2 Practical Training (Initial)

Details of this assessment shall be recorded.

3.6.1.3 Practical Training /Annual Recurrent)

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3.6.3 Training Records

3.7 Fluid handling

Different products shall not be mixed without additional qualification testing.

Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

3.7.3 Transfer lines

The fluids shall be checked periodically in accordance with section 6.3.